Wall joint configuration

ABSTRACT

The wall joint of the present invention is configured to reduce or eliminate protrusions into the interior of the trailer or container, but does not require coining or stamping of the edges of consecutive sidewall panels. According to some highly preferred embodiments of the present invention, the wall joint includes two consecutive sidewall panels, each bent to form a main plateau, a spliced plateau and a jogged portion serving as a transition therebetween. In this way, the spliced plateau lies in a plane substantially parallel to, but spaced apart from, the main plateau, with the thickness of the sidewall panel most preferably remaining substantially constant throughout. When two consecutive sidewall panels are positioned next to each other, the spliced plateaus of the two consecutive sidewall panels abut each other and lie in a first plane, while the main plateaus of the two panels preferably lie in another parallel plane. Thus, a region recessed from the main plateaus and surrounding the seam between the two panels is created. The main plateaus preferably comprise the bulk of the interior, generally smooth-walled, surface of the cargo body, interrupted only by periodic recessed regions created by the spliced plateaus at the seams between the sidewall panels. While it is preferable for the main plateaus to lie in a single plane to create a generally flat interior cargo body wall, it is not necessary. In some highly preferred embodiments, adhesive and rivets are employed to further strengthen the sidewall panel joints.

RELATED APPLICATIONS

This is a continuation-in-part of U.S. patent application Ser. No.09/633,652, filed on Aug. 7, 2000 and issued on Sep. 17, 2002 as U.S.Pat. No. 6,450,564, the entire disclosure of which is incorporatedherein by reference.

FIELD OF THE INVENTION

This invention relates generally to devices and configurations forjoining panels, and more particularly to devices and configurations forjoining consecutive sidewall panels of a trailer or container.

BACKGROUND OF THE INVENTION

Freight is typically carried on highways in either trailers orcontainers. The primary distinction between the two is that trailershave wheels and are pulled behind tractors, while containers are simply“boxes,” similar in appearance to the “box portions” of trailers, whichare carried on chassis pulled behind tractors. In either case, thesidewalls are usually constructed by coupling, side-by-side, a pluralityof vertical sidewall panels. As used herein and in the appended claims,the term “cargo body” refers to the sidewalls of a trailer, cargocontainer, truck body, or other cargo carrying body. Also, the term“sidewall” is not limited to the longitudinal walls of a trailer orcargo container, and include any walls (front walls, rear wall, wallsconnecting the front and rear walls, etc.) of a trailer or cargocontainer.

The most conventional sidewall construction is commonly referred to as“sheet and post” construction. In this type of construction, adjacentvertical edges of two consecutive, relatively thin, panels areoverlapped and riveted together to form a joint. Additionally, avertical reinforcing rib is riveted at the seam between the two panels.In this type of construction, because the panels are made of arelatively thin “skin” material, the vertical reinforcing ribs, or“posts,” are needed for stiffness and strength.

A second, less common, but still conventional sidewall construction isreferred to as “plate wall” construction. In plate wall construction,the panels are made of a thicker material than is used in sheet and postconstruction. The thicker panels provide enough stiffness and strength,themselves, that stiffening ribs or “posts” are not needed. The panelsin plate wall construction are coupled in several different ways. Mostcommonly, two consecutive panels are butted up against each other and aplate or “splicer” is riveted to the consecutive panels to act as abridge coupling them together.

Alternatively, the edges of consecutive panels may be overlapped andthen riveted in a fashion similar to the way the panels are overlappedin sheet and post construction. In either case, the vertical edge of oneor both consecutive sidewall panels is sometimes “coined” or stampedbefore being riveted to the adjacent panel. In some prior jointconfigurations, the coined edge of one sidewall panel overlaps thestamped or unstamped vertical edge of an adjacent sidewall panel andrivets are placed through the resulting, overlapping portion of thepanels to secure them together. In other joint configurations, the edgesof abutting, but not overlapping, consecutive panels are coined. Then,the coined portions of the consecutive panels are riveted to a splicerplate, which bridges between, and thereby connects, the panels.

In many prior joint configurations, coining is utilized to decreaseprotrusions into the interior of the trailer or container. Protrusionsinto the interior of the trailer or container may cause cargo to “catch”or “hang up” as it is being loaded and unloaded. Therefore, it isdesirable for a trailer or container to have a smooth interior wall,free of protrusions. Rivets protruding into the interior of the trailer,splicer plates on the interior of the trailer over the seam between twopanels, and uneven interior surfaces created by overlapping panels allcreate hindrances to the loading and unloading of cargo from theinterior of the trailer. Additionally, these hindrances take up valuablespace within the trailer which could otherwise be used for additionalcargo.

These hindrances may be reduced or eliminated by coining the edges ofthe sidewall panels. Coining the edges of sidewall panels thins out thepanels, creating recesses at the joints between panels, which, tovarying degrees, couch protruding rivets, splicer plates, andoverlapping panels. In this way, the interior surface of a trailer maybe “evened out” or “smoothed out,” lessening or eliminating protrusionsinto the interior of the trailer.

Therefore, many prior joint configurations call for coining at least onevertical edge of the sidewall panels. However, coining the edges of thesidewall panels raises certain issues. Sidewall panels are typically ofa composite construction or are constructed of aluminum. Compositesidewall panels include a plastic core material sandwiched between aninner and outer thin, metal skin, while aluminum panels are usuallysolid aluminum. In the case of composite panels, coining the edgesnecessarily either reduces the amount of core material at the edges, orseverely compresses it. Many prior art joint configurations severelycompromise the structure of composite sidewalls by coining their edges.In the case of aluminum sidewall panels, coining the panel edges createsadditional problems. The solid nature of aluminum panels makes themdifficult to coin and, once coined, the stress on the aluminum cancompromise its integrity. Some prior configurations have attempted toreduce the existence of protrusions into the trailer interior withoutcoining the panels. However, these configurations suffer from otherpitfalls, including being overly complex, being costly, and, again,compromising the integrity of the panels.

In light of the limitations of the prior art described above, a needexists for an alternative, strong, adequately sealed, easily assembledjoint configuration (and method of manufacturing such a joint) whichreduces or eliminates the existence of hindering protrusions into theinterior of the trailer or container, but which does not require thecoining or stamping of the edges of the trailer sidewall panels.

SUMMARY OF THE INVENTION

The unique wall joint of the present invention is configured to reduceor eliminate protrusions into the interior of the trailer or container,but does not require the coining or stamping of the edges of consecutivesidewall panels. According to some highly preferred embodiments of thepresent invention, the wall joint includes two consecutive sidewallpanels, each bent to form a main plateau, a spliced plateau and a joggedportion between the main plateau and the spliced plateau. The joggedportion of the sidewall panel serves as a transition between the mainplateau and the spliced plateau. In this way, the spliced plateau liesin a plane substantially parallel to, but spaced apart from, the mainplateau. However, the thickness of the sidewall panel most preferablyremains substantially constant throughout. When two consecutive sidewallpanels are positioned next to each other, the spliced plateaus of thetwo consecutive sidewall panels abut each other (in some embodiments)and lie in a first plane, while the main plateaus of the two panelspreferably lie in a second, parallel plane spaced apart from the firstplane. Thus, a region recessed from the main plateaus and surroundingthe seam between the two panels is created. The main plateaus preferablycomprise the bulk of the interior, generally smooth-walled, surface ofthe cargo body, interrupted only by periodic recessed regions created bythe spliced plateaus at the seams between the sidewall panels. It shouldbe noted that while it is preferable for the main plateaus to lie in asingle plane to create a generally flat interior cargo body wall, it isnot necessary. The main plateaus may lie at slightly different levels,with the spliced plateaus still forming a recessed region there between.

In some embodiments, the adjacent panels to be spliced abut one anotheralong their adjacent edges. In other embodiment, the adjacent panels arespaced a distance apart from one another.

In accordance with some highly preferred embodiments, sidewall panelsare positioned next to each other, and splicer plates preferably havingadhesive on one side are then placed on either side of the abuttingspliced plateaus to sandwich the recessed region between the splicerplates. In this way, the adhesive strips between the splicer plates andthe sidewall panels serve to glue the splicer plates to the splicedplateaus of the sidewall panels creating a multiple layer jointconnecting the two consecutive sidewall panels. The joint can then befurther strengthened by placing a plurality of conventional fasteners,such as rivets (preferably at least one row on each side of the seambetween the consecutive sidewall panels), through the entiremultiple-layer joint. This unique joint configuration provides a simple,strong joint connecting consecutive sidewall panels. Moreover, thisjoint configuration serves to recess the splicer plates, adhesivelayers, and rivets into the cargo body sidewall, thereby reducing oreliminating protrusions into the interior of the trailer or container.

It is often desirable to secure or stabilize cargo within a trailer orcontainer. To provide this capability, the sidewall panels and/or thesplicer plates have logistics apertures that enable a user to connectropes, cord, cable, straps, bungee cords, or other elements to thetrailer or container sidewalls. Such elements can be connected by beingpassed into and out of logistics apertures or by attachment to fastenersor fixtures that can mate with the logistics apertures or otherwiseattach to the sidewalls via the logistics apertures.

Further objects and advantages of the present invention together withthe organization and manner of operation thereof, will become apparentfrom the following detailed description of the invention when taken inconjunction with the accompanying drawings wherein like elements havelike numerals throughout the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is further described with reference to theaccompanying drawings, which show preferred embodiments of the presentinvention. However, it should be noted that the invention as disclosedin the accompanying drawings is illustrated by way of example only. Thevarious elements and combinations of elements described below andillustrated in the drawings can be arranged and organized differently toresult in embodiments which are still within the spirit and scope of thepresent invention.

In the drawings, wherein like reference numerals indicate like parts:

FIG. 1 is a perspective view of a trailer having wall joints, inaccordance with the present invention, interconnecting a plurality ofsidewall panels to create a sidewall;

FIG. 2 is a an exploded perspective view of a joint of FIG. 1 showingportions of two consecutive sidewall panels sandwiched between twosheets of adhesive and two splicer plates;

FIG. 3 is a perspective view of the joint of FIG. 2 showing the variouselements of FIG. 2 riveted together;

FIG. 4 is an exploded perspective view of a joint according to anotherpreferred embodiment of the present invention, showing portions of twoconsecutive sidewall panels sandwiched between two sheets of adhesiveand two splicer plates; and

FIG. 5 is a perspective view of the joint of FIG. 4 showing the variouselements of FIG. 4 riveted together.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

With reference to FIG. 1, sidewall joints of the present invention,indicated generally at 14, serve to couple consecutive sidewall panels15, 16 to form a sidewall 12 of a trailer 10, container, truck body, orother cargo carrying body. Although the preferred embodiments of thepresent invention described below and illustrated in the figures arepresented with reference to a trailer 10, it should be noted that thepresent invention can be employed in a cargo container or any otherbox-type structure used to carry freight, whether permanently orremovably secured with respect to a vehicle and whether having dedicatedwheels or not. Sidewall panels 15, 16 preferably are formed of solidaluminum or constructed of a composite material having a plastic orepoxy core sheathed in a metal skin, but may be constructed of any of anumber of other materials suitable for trailer sidewall panels, such aslaminate panels, hollow-core panels, panels having a core filled withany desired material, panels made from steel or other metal, plastic,fiberglass, and the like.

Referring now to FIGS. 2 and 3, joint 14 is illustrative of a jointaccording to one highly preferred embodiment of the present invention asit would appear from the interior of a trailer. The interior space ofthe trailer would generally be in the foreground of FIGS. 2 and 3 andthe space outside the trailer would generally be in the background ofFIGS. 2 and 3. The illustrated embodiment of joint 14, then, isgenerally comprised of a fore sidewall panel 15, an aft sidewall panel16, an interior adhesive sheet 25, an exterior adhesive sheet 26, aninterior splicer plate 23, and an exterior splicer plate 24. As furtherdescribed below, interior and exterior adhesive sheets 25, 26 arepreferably applied to interior and exterior splicer plates 23, 24 andthen sandwiched around abutting fore and aft sidewall panels 15, 16,thereby coupling them together. Rivets 34 (shown in FIG. 3) are theninserted through the layered elements for additional strength.

Referring specifically to FIG. 2, fore sidewall panel 15 includes a mainplateau 17, a spliced plateau 19, and a jogged portion 21 serving as atransition between main plateau 17 and spliced plateau 19. Similarly,aft sidewall panel 16 includes a main plateau 18, a spliced plateau 20,and a jogged portion 22 serving as a transition between main plateau 18and spliced plateau 20. Both fore and aft sidewall panels 15, 16 areconfigured such that main plateaus 17, 18 lie in planes separate from,and parallel to, their corresponding spliced plateaus 19, 20. Joggedportions 21, 22, then, serve as the transitions between main plateaus17, 18 at one level and spliced plateaus 19, 20 at another level. Asseen in FIGS. 2 and 3, it is apparent that jogged portions 21, 22 “move”or offset fore and aft sidewall panels 15, 16 from one plane at mainplateaus 17, 18 to another plane at spliced plateaus 19, 20 withoutvarying the thickness of panels 15, 16. Put another way, the thicknessof panels 15, 16 remains consistent throughout.

It will be readily understood by one of ordinary skill in the art thatFIGS. 2 and 3 illustrate only small portions of sidewall panels 15, 16.In reality, main plateaus 17, 18 extend well beyond the boundary ofeither FIG. 2 or FIG. 3 and preferably make up the majority of panels15, 16, and, therefore, of an interior wall surface 38 of the trailer.FIGS. 2 and 3 merely illustrate those portions of sidewall panels 15, 16necessary to illustrate the detail of joint 14. As can be seen in FIG.1, in reality, the various sidewall panels preferably extend laterally adistance several times the width of joint 14.

Consecutive fore and aft sidewall panels 15, 16 are situated beside eachother at a seam 32 with spliced plateaus 19, 20 lying in one plane andmain plateaus 17, 18 lying in another. Sidewall panels 15, 16 may bebutted tightly against each other, or may be separated. Preferably, asmall gap is left between panels 15, 16 so that panels 15, 16 arebasically butted against each other, but do not need to be manufacturedwith a particularly high degree of precision. In any event, splicedplateaus 19, 20 cooperate to form a corrugated or recessed region 35 atthe intersection of consecutive fore and aft sidewall panels 15, 16.Recessed region 35 provides a degree of stiffness to joint 14 and abrief indentation, interrupting the otherwise smooth interior trailerwall surface 38 created by main plateaus 17, 18. Recessed region 35serves to couch interior splicer plate 23, interior adhesive sheet 25,and rivet heads 42 (shown in FIG. 3) as they cooperate with exteriorsplicer plate 24 and exterior adhesive sheet 26 to couple sidewallpanels 15, 16 together, as further discussed below.

In accordance with one highly preferred embodiment, with sidewall panels15, 16 butted against each other at seam 32, adhesive sheets 25, 26 arepreferably applied to interior surfaces 45, 46 of splicer plates 23, 24.Then, interior and exterior splicer plates 23, 24, with interior andexterior adhesive sheets 25, 26 thus applied, are adhered over seam 32to sidewall panels 15, 16. However, it will be readily understood by oneof ordinary skill in the art that adhesive sheets 25, 26 (or any othersuitable adhesive such as glue which is applied by spreading,double-sided tape, compounds, and the like) can be first applied overseam 32 to sidewall panels 15, 16 and, then, splicer plates 23, 24adhered thereto. In either way, splicer plates 23, 24, in combinationwith adhesive sheets 25, 26, serve to couple fore sidewall panel 15 toadjoining aft sidewall panel 16. Splicer plates 23, 24 are preferablygalvanized steel, but any rigid plate material, including variousmetals, plastics, woods, composites, and the like, is suitable. Adhesivesheets 25, 26 are preferably a very high bond tape, but can include anynumber of suitable adhesives or cohesives, including glues, double-sidedtapes, compounds, and the like. Additionally, it will be readilyapparent to one of ordinary skill in the art that, if desired, joint 14may be configured without any adhesive (adhesive sheets 25, 26, orotherwise). In this case, one or more splicer plates alone or incombination serve to couple sidewall panels 15, 16.

With continued reference to FIG. 2, interior splicer plate 23, withinterior adhesive sheet 25 attached thereto, is couched in recessedregion 35 to limit the extent to which it protrudes beyond interiortrailer wall surface 38 defined by main plateaus 17, 18. Protrusionsbeyond interior trailer wall surface 38, and into the interior region ofthe trailer, are thus lessened or altogether eliminated.

Referring to FIG. 3, after splicer plates 23, 24, with adhesive sheets25, 26 adhered thereto, are sandwiched around seam 32, rows of rivets 34are preferably inserted on both sides of seam 32 to further reinforceand strengthen joint 14. Rivets 34 preferably extend entirely throughsplicer plates 23, 24, adhesive sheets 25, 26, and sidewall panels 15,16. Rivets 34 are preferably inserted through these layers only afterthe layers have been sandwiched together. In this way, adhesive layers25, 26 preferably seal the entire joint 14, including the holes createdby the insertion of rivets 34. The use of adhesive sheets 25, 26 aids inthe insertion of rivets 34 through the multiple layer joint 14 withoutpre-drilling rivet holes in the individual layers. Without adhesivesheets 25, 26, it may be difficult to insert rivets 34 through thesandwiched layers of joint 14 without pre-drilling because panels 15, 16and splicer plates 23, 24 may tend to shift as rivets 34 are beingpunched through the layers. Of course, if desired, it is still possibleto partially or fully pre-form rivet holes through the sandwiched layersof joint 14 in any conventional manner prior to riveting the layerstogether. Adhesive sheets 25, 26 also help prevent “puckering” ofsplicer plates 23, 24 as multiple layer joint 14 is being rivetedtogether. To that end, adhesive sheets 25, 26 also allow for fewerrivets along seam 32 than would otherwise be required if no adhesivewere used.

As shown in FIG. 3, rivet heads 42 are preferably also partially orcompletely couched in recessed region 35 along with interior splicerplate 23 and interior adhesive sheet 25. Again, recessing rivet heads 42serves to lessen or eliminate protrusions beyond interior trailersurface 38.

Another preferred embodiment of the present invention is illustrated inFIGS. 4 and 5. The joint illustrated in FIGS. 4 and 5 has a number offeatures and elements that are similar to features and elements in theembodiment illustrated in FIGS. 1-3. Accordingly, features and elementsin the embodiment of FIGS. 4 and 5 that are similar to and correspond tothose in the embodiment of FIGS. 1-3 are given the same referencenumbers in the 100 series. With the exception of the followingdescription, the above description of the structure, assembly, andelements (and alternative structures, assemblies, and elements) of thejoint 14 applies equally to the joint 114 illustrated in FIGS. 4 and 5.

As mentioned above, the joint of the present invention can beconstructed so that a gap 140 exists between the panels 115, 116 of thejoint 114. In many embodiments, the edges of the panels 115, 116 abutone another along the panel lengths. In other embodiments however, thepanels 115, 116 are separated by any desired distance, whether tosimplify assembly of the joint 114 or for any other purpose. By way ofexample only, the panels 115, 116 in the joint 114 illustrated in FIGS.4 and 5 are separated by a gap 140 sufficiently large to permitlogistics fasteners, straps, rope, cords, or other cargo securingdevices and elements to be attached to the joint 114 between the panels115, 116 as will now be described in greater detail.

In order to enable cargo to be secured and/or stabilized within thetrailer 10 (or cargo container), the joint 114 preferably has one ormore logistics apertures 144. These logistics apertures 144 arepreferably located in at least one of the splicer plates 123, 124, andcan take any shape and size desired. For example, the logisticsapertures 144 can be rectangular as shown in FIGS. 4 and 5, can have anyother polygonal shape, can be round, oval, or irregularly-shaped, andthe like. In some preferred embodiments such as that shown in FIGS. 4and 5, the logistics apertures 144 are elongated in a direction alongthe length of the joint 114. Each joint 114 can have any number oflogistics apertures 144 arranged in any manner. Preferably however, eachjoint 114 has a number of logistics apertures 144 aligned orsubstantially aligned along the joint 114.

A number of different elements and devices can be used to secure andstabilize cargo in a cargo container or trailer. Accordingly, thelogistics apertures 144 can be shaped to receive or mate with any suchelement or device, including clamps, cargo strap ends, buckles, and thelike. Therefore, the logistics apertures 144 in some embodiments areshaped to receive, mate with, and/or engage one or more of such elementsor devices. Alternatively, the logistics apertures 144 can be shaped toreceive one or more such elements or devices (including ropes, cord,chain, cable, and the like) passed into and out of one or more logisticsapertures 144.

In some preferred embodiments such as that shown in FIGS. 4 and 5, thesplicer plates 123, 124 are spaced apart sufficiently to provide roomfor a cargo-securing device or element to be partially or entirelyreceived within the logistics apertures 144. In other embodimentshowever, either or both splicer plates 123, 124 have one or moreapertures that are at least partially aligned with the logisticsapertures 144 in order to permit cargo-securing elements or devices tobe received between the splicer plates 123, 124. These apertures can belocated in either or both splicer plates 123, 124 and can be locatedentirely within the splicer plates 123, 124 or can be open to the edgesof the splicer plates 123, 124. In such embodiments, the splicer plates123, 124 can abut one another while still providing apertures located ator near the edges of the splicer plates 123, 124 for receivingcargo-securing devices or elements.

Logistics apertures 144 can be located in either one or both of thesplicer plates 123, 124 in order to permit cargo-securing elements to besecured to the joint 114. In some preferred embodiments such as thatshown in FIGS. 4 and 5, logistics apertures 144 are located only on theinterior splicer plate 123. Although a joint 114 having logisticsapertures 144 can employ substantially flat interior and exteriorsplicer plates 123, 124 (such as the splicer plates 23, 24 employed inthe embodiment illustrated in FIGS. 1-3), the joint 114 more preferablyhas an enlarged space between the splicer plates 123, 124 in order topermit cargo-securing elements or devices to be received within thelogistics apertures 144 and between the splicer plates 123, 124. To thisend, one or both of the splicer plates 123, 124 are preferably shaped toprovide this enlarged space. For example, either or both splicer plates123, 124 can be shaped to have one or more channels, troughs, orrecesses located between the splicer plates 123, 124 for receiving atleast part of one or more cargo-securing elements or devices. In theillustrated preferred embodiment of FIGS. 4 and 5, the exterior splicerplate 124 has a trough-shaped section 125 that runs continuously ornon-continuously along the length of the exterior splicer plate 124 andthat is adjacent to one or more of the logistics apertures 144.

Although a trough-shaped section 125 is preferred in the embodiment ofFIGS. 4 and 5, one having ordinary skill in the art will appreciate thatany other shape of the exterior splicer plate 125 providing additionalspace between the splicer plates 123, 124 can instead be employed.

If desired, adhesive sheets 125, 126 can be located between the interiorand exterior splicer plates 123, 124 and either or both of the wallpanels 115, 116. Although adhesive sheets 125, 126 are preferred on bothsides of the wall panels 115, 116, adhesive sheets 125, 126 can insteadbe located on only the interior side of the wall panels 115, 116 or ononly the exterior side of the wall panels 115, 116 as desired.Similarly, although adhesive sheets 125, 126 are preferably located onboth wall panels 115, 116, adhesive sheets 125, 126 can be located ononly one of such wall panels 115, 116 as desired. Adhesive sheets 125,126 can span the gap 140 between the wall panels 115, 116 (in which casethe either or both adhesive sheets 125, 126 preferably have aperturesthrough which cargo-securing elements or devices can be received betweenthe wall panels 115, 116). More preferably however, separate adhesivesheets 125, 126 are located on either side of the gap 140. The adhesivesheets 125, 126 can take any of the forms (and alternatives) describedabove with reference to the first preferred embodiment of the presentinvention illustrated in FIGS. 1-3.

The preferred embodiments described above include an interior splicerplate 23, 123, an exterior splicer plate 24, 124, an interior adhesivesheet 25, 125, and an exterior adhesive sheet 26, 126. However, it willbe readily apparent to one of ordinary skill in the art that alternativeembodiments of the present invention may instead eliminate one or bothadhesive sheets and/or one or both splicer plates to achieve a couplingat joint 14, 114 in accordance with the present invention. Additionally,alternative embodiments may employ any number of conventional devices(e.g. belts, biscuits, bolts, brackets, bridges, chains, clamps, clasps,clips, dowels, latches, pegs, pins, posts, screws, etc.) other thansplicer plates and rivets to attach fore and aft sidewall panels 15, 16,115, 116, while still utilizing recessed region 35, 135 to reduce oreliminate protrusions into the trailer interior. Spliced plateaus 19,20, 119, 120 created by bending or jogging sidewall panels 15, 16, 115,116 at jogged portions 21, 22, 121, 122 cooperate to form recessedregion 35, 135. Recessed region 35, 135 may couch any of a number ofequivalent devices (including those listed above) for coupling panels15, 16, 115, 116 still falling within the spirit and scope of thisdisclosure, including the accompanying claims.

The embodiments described above and illustrated in the figures arepresented by way of example only and are not intended as a limitationupon the concepts and principles of the present invention. As such, itwill be appreciated by one having ordinary skill in the art that variouschanges in the elements and their configuration and arrangement arepossible without departing from the spirit and scope of the presentinvention as set forth in the appended claims.

What is claimed is:
 1. A wall joint comprising: a first panel having amain plateau defining a first plane, a spliced plateau defining a secondplane substantially parallel to and spaced-apart from the first plane,and a jogged portion interconnecting the main plateau and the splicedplateau, the spliced plateau and main plateau being substantially thesame thickness; a second panel having a main plateau lying generally inthe first plane, a spliced plateau lying generally in the second plane,and a jogged portion interconnecting the main plateau and the splicedplateau, the spliced plateau and main plateau being substantially thesame thickness; and a splicer coupled to the spliced plateaus of boththe first and second panels, the splicer having at least one logisticsaperture therein.
 2. The joint of claim 1, wherein the spliced plateauseach have first and second opposing surfaces and the splicer comprisesfirst and second splicer plates, the first splicer plate coupling thefirst surfaces of the spliced plateaus together and the second splicerplate coupling the second surfaces of the spliced plateaus together. 3.The joint of claim 2, wherein the splicer further comprises first andsecond adhesive sheets, the first adhesive sheet positioned to liebetween the first splicer plate and the first surfaces of the splicedplateaus and the second adhesive sheet positioned to lie between thesecond splicer plate and the second surfaces of the spliced plateaus. 4.The joint of claim 3, further comprising a plurality of rivets insertedthrough the splicer plates and the spliced plateaus.
 5. The joint ofclaim 1, wherein the splicer comprises a single plate of rigid material.6. The joint of claim 5, wherein the splicer further comprises anadhesive positioned to lie between the plate of rigid material and thespliced plateaus.
 7. The joint of claim 6, further comprising aplurality of rivets inserted through the plate of rigid material and thespliced plateaus.
 8. The joint of claim 1, wherein the first and secondpanels are composite panels having a first core material sandwichedbetween layers of a second material, different from the first corematerial.
 9. The joint of claim 1, wherein the first and second panelsare aluminum.
 10. A wall joint comprising: a first sidewall panellocated substantially in a first plane; a second sidewall panel locatedsubstantially in the first plane; a splicer plate coupled to the firstand second panels and lying in a second plane which is generallyparallel to the first plane, the splicer plate having at least onelogistics aperture therethrough; and an adhesive sheet between the firstsidewall panel and the splicer plate, and between the second sidewallpanel and the splicer plate, each of the first and second sidewallpanels having a plateau portion lying in a third plane and to which thesplicer plate is coupled.
 11. The joint of claim 10, wherein the plateauportions include inwardly facing surfaces and outwardly facing surfacesand the splicer plate is coupled to the inwardly facing surfaces of theplateau portions, a second splicer plate is coupled to the outwardlyfacing surfaces of the plateau portions, and a second adhesive sheet ispositioned to lie between the outwardly facing surfaces and the secondsplicer plate.
 12. The joint of claim 11, further comprising a pluralityof rivets inserted through the splicer plate and the plateau portions.13. The joint of claim 12, wherein the first and second sidewall panelsare composite panels having a first core material sandwiched betweenlayers of a second material, different from the first core material. 14.The joint of claim 10, wherein the first and second sidewall panels arealuminum.
 15. The joint of claim 10, wherein the third plane isco-planar with the second plane.
 16. A cargo body, comprising: aplurality of panels arranged in side-by-side relationship to definepairs of adjacent first and second panels; a joint between each pair ofadjacent first and second panels, each joint being at least partiallydefined by an edge of the first panel and an edge of the second paneladjacent to the first panel, the first panel having a main plateaudefining a first plane, a spliced plateau defining a second planesubstantially parallel to and spaced apart from the first plane, and ajogged portion interconnecting the main plateau and the spliced plateau,the spliced plateau and main plateau being substantially the samethickness; the second panel having a main plateau lying generally in thefirst plane, a spliced plateau lying generally in the second plane, anda jogged portion interconnecting the main plateau and the splicedplateau, the spliced plateau and main plateau being substantially thesame thickness; and a splicer coupled to the spliced plateaus of eachpair of adjacent first and second panels, the splicer having at leastone logistics slot therein.
 17. The cargo body of claim 16, wherein thespliced plateaus of each pair of adjacent first and second panels havefirst and second opposing surfaces and each splicer comprises first andsecond splicer plates, the first splicer plate coupling the firstsurfaces of the spliced plateaus together and the second splicer platecoupling the second surfaces of the spliced plateaus together.
 18. Thecargo body of claim 17, wherein each splicer further comprises first andsecond adhesive sheets, the first adhesive sheet is positioned to liebetween the first splicer plate and the first surfaces of the splicedplateaus and the second adhesive sheet is positioned to lie between thesecond splicer plate and the second surfaces of the spliced plateaus.19. The cargo body of claim 18, further comprising a plurality of rivetsinserted through each splicer plate and the spliced plateaus.
 20. Thecargo body of claim 16, wherein the splicer comprises a single plate ofrigid material.
 21. The cargo body of claim 20, wherein the splicerfurther comprises an adhesive positioned to lie between the plate ofrigid material and the spliced plateaus.
 22. The cargo body of claim 21,further comprising a plurality of rivets inserted through the plate ofrigid material and the spliced plateaus.
 23. The cargo body of claim 16,wherein the panels are composite panels each having a first corematerial sandwiched between layers of a second material different fromthe first core material.
 24. The cargo body of claim 16, wherein thepanels are aluminum.
 25. A cargo body, comprising: a plurality ofsidewall panels defining pairs of adjacent first and second sidewallpanels; the first sidewall panel in each pair of adjacent sidewallpanels located substantially in a first plane; the second sidewall panelin each pair of adjacent sidewall panels located substantially in thefirst plane; a splicer plate coupled to each pair of first and secondsidewall panels and lying in a second plane which is generally parallelto the first plane, the splicer plate having at least one logisticsaperture therethrough; and an adhesive sheet between each first sidewallpanel and splicer plate coupled thereto, and between each secondsidewall panel and splicer plate coupled thereto, each of the first andsecond sidewall panels having a plateau portion lying in a third planeand to which the splicer plate is coupled.
 26. The cargo body of claim25, wherein the plateau portions include inwardly facing surfaces andoutwardly facing surfaces and the splicer plate is coupled to theinwardly facing surfaces of the plateau portions, a second splicer plateis coupled to the outwardly facing surfaces of the plateau portions, anda second adhesive sheet is positioned to lie between the outwardlyfacing surfaces and the second splicer plate.
 27. The cargo body ofclaim 26, further comprising a plurality of rivets inserted through thesplicer plates and the plateau portions.
 28. The cargo body of claim 25,wherein the sidewall panels are composite panels each having a firstcore material sandwiched between layers of a second material differentfrom the first core material.
 29. The cargo body of claim 25, whereinthe sidewall panels are aluminum.
 30. The cargo body of claim 25,wherein the third plane is co-planar with the second plane.